System and ticket dispenser for vehicle parking lot



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United States Patent O SYSTEM AND TICKET DISPENSER FOR VEHICLE PARKING LOT Hugh G. Nutter, Grosse Pointe, and Harold L. Miller, Grosse Pointe Park, Mich.

Continuation of applications Serial No. 355,133, May 14, 1953, and Serial No. 451,260, August 2i), 1954. This application September 30, 1955, Serial No. 537,846

16 Claims. (Cl. 39-1) This invention relates generally to vehicle parking lot f vending systems and particularly to a parking ticket vending system and ticket dispenser.

The present application is a joint continuation application combining the subject matter of our respective copending applications for United States Letters Patent Serial Nos. 355,133, tiled by applicant, Hugh G. Nutter, on May 14, 1953, for System for Automobile Parking Areas, and 451,260, led by applicant, Harold L. Miller, on August 20, 1954, for Vehicle Parking Lot Ticket Dispenser, each of which sole applications is expressly abandoned by the filing of the present joint application.

In the past, as is well known in the operation of parking lots, it has been the practice to have a number of attendants to hand out tickets to customers, park the vehicles, retrieve them, etc. In systems where the parking charge is based on the more equitable plan of charging on the basis of elapsed time of parking, it has been necessary for the attendant to get a time-stamped ticket from a cashier to whom the customer, on leaving, presents the ticket to show thereon the elapsed time whereby to determine the charge for parking` Obviously, the practice of using attendants to handle parking tickets, move cars, etc., is objectionable as it invites confusion, is time consuming, costly in operation, and unsatisfactory to the customer.

Accordingly, the primary object of the invention is to provide an automatic time stamp-ticket dispenser to obviate the above mentioned objections.

An object of the invention is to provide a system and a mechanism for use with an area, such as a parking lot, Where automobiles are parked so that a parking lot can be handled by a single operator in the nature of a cashier. To this end, a system is provided for automatically controlling a driveway or passage to the area, and for issuing to the operator a ticket indicating the time. The mechanism is controlled conjointly by the presence of the vehicle in the driveway and by the handling of the ticket by the operator of the vehicle or other person in the vehicle.

Another object of the invention is to provide for parking lots a novel ticket dispenser and novel arrangement of controls therefor to increase the efficiency of parking lot operation.

Another object of the invention is to provide a novel arrangement `of time stamp and ticket dispenser mechanisms cooperating to provide each parking customer on entering the parking area with a time stamped ticket automatically presented within reach of the driver.

Another object of the invention is to provide a machine of the above mentioned character in which operation thereof is automatically initiated by an approaching vehicle.

Specifically with respect to the next preceding object, a dispenser controlling ticket operating switch is provided at the dispenser outlet for the dual purpose of controlling the dispenser and serving as a guard to prevent tampering with the mechanism through the ticket discharge.

ice

Another object of the invention is to provide a time stamp-ticket dispenser in which circuit to a platten operating solenoid is broken immediately following the stamping operation so as to prevent repeated stamping action, and to provide for automatically closing the solenoid circuit by the dispensing mechanism following dta-energizing of the solenoid whereby to reset the stamp for the next ticket.

Another object of the invention resides in the arrangement and cooperation of the stamping, feeding and severing of the ticket and the cycle control of such functions.

Another object of the invention is to provide a ticket dispenser and controls therefor which prevent accumulation of dispensed tickets in the dispenser outlet.

Another object of the invention is to provide for a parking lot ticket dispenser of the character in which initiation of operation is effected automatically by an approaching vehicle, a control arrangement which permits the dispensing operation providing there is no previously dispensed ticket in the machine.

Another object of the invention is to provide a parking lot ticket dispenser of the above mentioned character together with cooperating controls to insure against a motorist entering the parking area unless he rst removes the dispensed ticket from the dispenser.

Other objects of the invention will become apparent from the following detail description taken in connection with the accompanying drawings in which:

Fig. 1 is a perspective view illustrating a traic control gate and ticket dispenser arrangement with an automobile in a position for entering the area;

Fig. 2 is an enlarged View particularly in cross section showing apparatus of the ticket dispenser;

Fig. 3 is an enlarged view showing gate operating apparatus;

Fig. 4 is a wiring diagram illustrating the normal or starting position of the system;

Fig. 5 is a view of some of the wiring system indicating an intermediate condition;

Fig. 6 is a view similar to Fig. 5 showing a further intermediate condition;

Fig. 7 is a cross sectional view of a mat upon which the car is driven to establish an electrical current for the system;

Fig. la is a perspective fragmentary view of a modified parking ticket dispenser and an automobile illustrating the utility of the ticket dispenser;

Fig. 2a is an enlarged fragmentary side view of the ticket dispenser;

Fig. 3a is a horizontal sectional view of the dispenser, taken along the line 3cr- 3a of Fig. 2a;

Fig. 4a is a side view of the dispenser mechanisms with parts broken away and in section;

Fig. 5a is a vertical sectional view of the part of the dispenser, taken along line Sa-Sa of Fig. 3a;

Fig. 6a is a detail sectional view, taken along line 6a- 6a of Fig. 3a;

Fig. 7a is a vertical sectional View of parts of the dispenser, taken along line 7a-7a of Fig. 3a;

Fig. 8a is a vertical cross sectional View of a detail of the dispenser, taken along line 8a8a of Fig. 7a;

Fig. 9a is another vertical sectional view of parts of the dispenser arm in open circuit position, taken along line 9a-9a `of Fig. 3a;

Fig. 10a is a sectional view showing the ticket operated switch arm of Fig. 9a in the other or normally closed position;

Fig. 11a is a vertical cross sectional view of the machines ticket strip guideway, taken along line 11a- 11a of Fig. 9a;

Fig. 12a is a horizontal sectional view of a detail of a ticket cutter, taken along line 12a-12a of Fig. 9a;

Fig. 13a is an isometric view of one parking tickets;

Fig. 14a is a vertical elevational view of the ticket cutter, taken in the direction of the arrows 14a-14a of Fig. 15a;

Fig. 15a is a vertical sectional view of the cutter taken along line 15a-15a of Fig. 14a;

Fig. 16a is a cross sectional view of the cutter, taken along line 16a-16a of Fig. 14a;

Fig. 17a is a detail sectional view of the cutter mechanism, taken along line 17a-17a of Fig` 14a;

Fig. 18a is an isometric view of the cutter blade;

Fig. 19a is a detail sectional view of the cutter, taken along line 19a 19a of Fig. 14a;

Fig. 20a is a side elevation of a time clock `stamp reset device of the ticket dispenser showing operating parts of said device in positions they assume following stamping operation;

Fig. 21a is a view similar to Fig. 20a showing the operating parts of the device in reset positions;

Fig. 22a is a diagrammatic view showing the devices of the time starnp ticket dispenser and electrical circuits therefor;

Fig. 23a is an isometric view of a parking lot entranceway including the `ticket dispenser and entrance barriers controlled thereby; and

Fig. 24a is another diagrammatical illustration of certain of the devices shown in Fig. 22a together with circuits and controls for parking lot entrance barriers.

Referring to the first embodiment of Figs. 1-7, as shown in Fig. l the surface of a driveway is illustrated at 1 over which a car 2 is driven into the parking lot or area. There is a mat 3 upon which the wheels of the car are driven, a post 4 having a rocking traflic control arm and a post 6 with a housing 7 for containing ticket dispensing mechanism. The mat, as shown in Fig. 7, may comprise a base member for supporting a metallic screen or similar layer 11, above which is a layer of readily distortable substance, such as rubber 12, having a plurality of apertures 13. Above the layer l2 is a layer of conductive rubber 14 and above the layer 14 is a suitable top or surface member 15. The wheels of the vehicle on the layer depress the same, distort the rubber layer 12 and cause the conductive rubber layer I4 to physically engage the screen 11 to thus make an electrical circuit.

As shown in Fig. 2 the housing 7 contains a roll of tickets threaded over a backing roller 21 over a guide 22 and under a spring pressed shoe 23 for offering some resistance to the movement of the strip of tickets. A ticket feeding motor is shown at 24 and it drives a segmented ticket feeder with `an arcuate surface 26. As the surface 26 moves clockwise, as Fig. 2 is viewed, the strip of tickets is engaged between the wheel 21 and the member 26 and fed to the left as Fig. 2 is viewed. As shown in Fig. 2 the leading ticket is fed so that it projects through an opening 27. The ticket material may be perforated so that when a leading ticket projects, as shown rat T (Fig. 2), it may `be grasped and separated from the remaining ticket material at the perforated line 29. Some other mechanisms are in the housing 7 but these will be later considered.

In the housing 30 (Figure 3) on the top of the post 4 is a shaft 31 which carries the arm 5. A motor 32 through the means Vot" a belt 33 operating over pulleys operates a screw shaft 34 upon which is a nut 35 connected by an arm 36 to the shaft 31. The motor and screw shaft 34 are carried by a rocking assembly 37 which rocks to accommodate arcuate travel of the nut 35. Some other elements are shown in Fig. 3 but these will be considered later.

Referring now to Fig. 4, the mat is indicated at 3 and the contacting portions 11 and 14 in the mat are indicated as a switch. A suitable power line has leads 40 and 4l. Connected across the leads 40 `and 41 is the motor 42 of a time stamp having time stamp wheels 43 posiof the dispensed tioned adjacent the ticket material (Fig. 2). Also connected across the lines 40 and 41 by lines 44 and 45 is a coil 46 with an armature 47 and in the circuit is a switch having a contact 49 and a movable arm or contact 48. As shown in Fig. 2 the arm 48 is in position to be engaged by the segment 26. The switch 48-49 is normally open. The armature 47 is located on the opposite side of the ticket material from the time wheels as shown in Fig. 2.

As shown in Fig. 4 the gate driving motor, which is a reversible motor, is again indicated at 42. It has a common line 50, a line 51 with a switch 52 therein and a line 53 with a switch 54 therein. The switch 52 is operated by a solenoid 56 connected into a line 57 and connected to the line 4l. And in the line 57 is an up-limit switch 58. The switch 54 is operated by a solenoid 60 connected to the line 41 and to a line 6l in which is located the down-limit switch 62. The limit switches are shown in Fig. 3 and are operable by cams 64 and 65 mounted on the shaft 31 or on the hub of the arm 36. These switches are normally closed but when the gate is down, which is the position shown in Fig. 3, the cam 64 opens the down-limit switch. It will be understood that as soon as the shaft 31 rotates to some extent clockwise that the cam 64 disengages the switch 62 so that it closes and that when the gate arm 5 is up the cam 65 engages the up-limit switch 58 and opens it.

Referring again to Fig. 4 it will be seen that the switch structure of the mat is connected in series with a coil 68 by conductors 69 and 70. A conductor 71 is provided with a switch 75 normally engaged with contact 73 and conductor 72 extends to a coil 76 while a conductor 77 leads `back to the line 41. This is a normal condition and, therefore, it will be seen that the coil 76 is normally energized. A contact element 80 for the switch arm 75 has a conductor 81 in which is a switch arm 82 normally in Contact with a contact element 83 from which leads a Conductor 84 to the ticket motor 24 which is connected back to the line 41 by a conductor 85. A line 86 is provided with a ticket switch 87 which is normally closed as shown and which extends to the relay switch arm 88 normally held in engagement with contact 89 by the normally energized relay coil 76. The line 61 for the downlimit switch connects to contact 89. The line 57 for the up-limit switch has a contact 9() associated with the relay arm 88. A line 91 connects the contact 89 with the conductor 72 and thus constitutes a parallel connection with line 72 for the relay coil 76.

The normal position of the system is as shown in Fig. 4 with the gate down as shown in Figs. l and 3. However, the ticket T as shown in Fig. 2 is normally removed. Therefore, the switch 87 is closed as indicated n Fig. 4. ln this normal condition, there is no contact through the mat but the relay coil 76 is constantly energized through line 7l, switch 75, line 72 and line 77. The relay coil 76 is also energized through the parallel line 86, ticket switch 87, switch 88 of the relay coil 76 and line 91. This is a holding circuit. The circuit for the ticket motor is broken at the contact 80. The circuit for the time stamp coil 46 is broken by the switch 48. The time stamp clock motor runs constantly. The gate is down and the down-limit switch 62 is open as shown in Figs. 3 and 4. Thus the coil 60 is not energized and the motor switch 54 is open. The up-limit switch is closed `because the cam 65 is removed from the switch 58 `but the coil 56 is not energized lbecause the circuit is broken at the contact 90. Therefore, the motor switch 52 is open.

When a car is driven into the position shown in Fig. t, and on to the mat 3, a circuit is established across; ll and 14 thus energizing relay coil 68 and swinging the arm 75 into contact with 80 (Fig. 5). This breaks one circuit through the relay coil 76 but relay coil 76 remains energized by the holding circuit through the ticket switch circuit 86, 87, 88 and 91. This makes a circuit through 81, 82, 84 for the ticket motor 24 which begins to operate. The ticket motor will turn clockwise, as Fig. 2 is viewed, and the segment 26 will engage the ticket stock which is backed up by the wheel 21 and feed a ticket to the left and to the position shown in Fig. 2. The condition of the circuit is illustrated in Fig. 5 where it will be noted that the circuit to the ticket motor is completed.

As the ticket is projected forwardly, it engages and opens the switch 87 (Fig. 6) and the ticket holds the switch open. This de-energizes the relay coil 76 and the switch arms 82 and 88 shift to the position `shown in Fig. 6. This movement of the arm 82 breaks the circuit for the ticket motor. In the meantime, however, the ticket motor coasts to a stop substantially to the position shown in Fig. 2 in which action the segment 26 engages and momentarily closes the switch 48-49 in the time stamp circuit and the armature 47, `acting as a hammer, is pulled upwardly and it strikes the ticket forcing it against the time stamp device 42 to mark the time on the projected ticket. The relay arm 88 makes contact at 90 and thus closes the gate motor circuit through the uplimit switch 58 to the solenoid 56 to operate the gate motor. However, this circuit is still open because of thc presence of the ticket which holds the switch 87 open. So the operator must now remove the ticket tearing it at the perforated line 29 and when the ticket is `removed the ticket switch closes and the coil 56 is energized thus closing the switch 52 to operate the gate motor in a direction for raising the gate arm 5. Upon movement of the gate arm upwardly the cam 64 leaves the down-limit switch 62 and it closes but the circuit is open at the Contact 89 (Fig. 6). The gate continues to move upH wardly until the cam 65 engages and opens the up-limit switch 58 at which time relay coil 56 is de-energized, the switch 52 opens and the gate motor ceases operation.

At this time, the ticket switch 87 is closed but the relay coil 76 is not energized because the circuits therefor are broken at 88-89 (Fig. 6) and at 75-73.

With the gate thus positioned upwardly the vehicle is driven off the mat and when the weight of the car is removed from the mat, the circuit through the relay coil 68 is broken and the arm 72 moves back into engagement with contact 73 thus energizing relay coil 76. This causes the arms 82 and 88 to move from the Fig. 6 position back to the Fig. 4 position. This closes the holding circuit for the coil 76 through the ticket switch 87 and completes a circuit through the contact 89 and line 61 through the down-limit switch 62 which is now closed to energize the coil 60. This closes the switch 54 and the gate motor operates in the opposite direction. The gate arm S moves down to closed position and when it reaches closed position, the cam 64 engages and opens the limit switch 62 and the system is restored to the condition shown in Fig. 4 and ready for another operation.

The diagram in Fig. 5 shows the position of the parts and the condition of the electrical system when a car is on the mat, thus making a circuit for energizing the relay coil 68 and completing a circuit through the ticket motor. The diagram in Fig. 6 indicates the condition when the ticket has been projected and the ticket has opened the switch 87 thus de-energizing the relay coil 76 and establishing a circuit for the upward movement of the gate arm which, however, cannot take place until the circuit is finally closed at the switch 87 by the removal of the ticket.

Thus, in brief, when a vehicle is driven into position on the mat, the ticket is dispensed and stamped with the time thereon. Nothing will happen until the operator removes the ticket at which time the gate arm goes up. When the gate arm is at its upper position its movement will cease but nothing further happens as long as the vehicle stands on the mat. When the vehicle is driven off the mat, the gate arm comes down and the circuit is set for another cycle of operation. Thus the presence of the car causes the issuance of and the stamping of the ticket, the removal of the ticket results in the opening of the gate arm, and movement of the car oi the mat results in closing of the gate arm.

In use, the driver of a vehicle may enter a parking area through the gate as above described and receives the dispensed ticket with the time of entry stamped thereon. In fact, the operator must take the ticket in order to open the gate for entry. When the driver returns for his car the ticket is presented to an operator who may then make a charge for the parking fee based on the length of time the vehicle was in the parking area.

It has been convenient to show a mat type of device upon which the vehicle rests and which embodies contact means for the controlling circuits. This term is also used in some of the claims. It is to be understood, however, that insofar as this case and claims are concerned, that the term mat is to be considered broadly as some sort of a yieldable surface or means in a surface for establishing an electrical contact incident to the weight of the vehicle.

Referring now to the modified embodiment of Figs. iti-24a in the drawings, Fig. la illustrates the utility of the invention by showing time stamp-ticket dispenser 20a located along the entrance driveway of a parking lot to dispense a ticket to the driver of each entering vehicle. The vehicle on approaching the dispenser 20a, passes over and depresses a switch control, or treadle 22a which initiates operation of the time stamp-ticket dispenser 20a. When this occurs, the machine stamps the time on strip ticket paper, then feeds the paper out the discharge and then severs the paper in ticket form. As illustrated, the dispenser 20a is arranged such that the vehicle driver can take the ticket without getting out of the vehicle. On leaving the parking lot, the driver presents the ticket to a cashier who stamps the ticket to record and note the elapsed time of parking to determine the parking charge.

In general, the time stamp-ticket dispenser 20a includes a ticket strip guideway 24a, a time stamp 26a, a ticket feeding means or wheel 28a, a ticket cutter 30a, and a cycle control 32a. These devices, together with asso ciated mechanisms, are mounted on a support or base 34a which is removably mounted on and within an upright housing 36a. The guideway 24a is horizontally disposed, and the feed wheel 28a, time stamp 26a and cutter 30a are arranged along the guideway in the order named from the guideway inlet to the outlet thereof. Normally, the vehicle actuated treadle switch 22a controls the cycle control 32a which when energized functions to tirst effect time stamping of the ticket strip, then feeding of the strip along guideway 24a a distance equal to the desired length of ticket, and then eiect severing of the ticket. The numeral 38a designates the ticket strip, and the numeral 40a designates a severed ticket in the dispenser discharge.

Mounted on the base 34a between the feed wheel 28a and the cutter 30a is the time stamp 26a which is illustrated as comprising, in general, a time print wheel 42a and a platten 44a. The print wheel 42a is operated by a clock mechanism (not shown) and the platten 44a is actuated by a solenoid which as represented in Fig. 22a comprises a coil 25a and a movable armature 27a. The ltime print wheel 42a is located above the guideway 24a and the platten 44a is located directly therebelow, the guideway being provided with a clearance opening 46a for the platten. Suitable casings 48a and 50a are preferably `provided respectively for the print wheel 42a and the platten 44a, and said casings may be suitably secured to the base 34a. The casing 48a also houses the time clock mechanism which operates the print wheel 42a in the well known manner. The time clock is not shown in detail since such devices are well known in the art and since the details of the clock do not constitute any part of the present invention.

As previously mentioned the guideway 24a extends horizontally, and as shown in Figure 4a, is made in sections comprising what may be termed a feed guide section 52a and a time stamp guide section 54a. Guide section 52a is supported above the feed wheel 28a by spaced uprights 56a which are secured to and extend upwardly from the base 34a, whereas guide section 54a is supported on the top of the platten housing a. Guide section 52a has an inlet 58a into which the ticket strip 38a is fed by action of feed wheel 28a. In alignment with the guideway is a ticket discharge a which is spaced from the ticket cutter 30a and is secured to a housing front panel 62a. Also secured to the panel 62a, but on the outside thereof is a shield 64a which may be provided to protect the discharge against entrance of dust, rain, etc. The guideway section 52a comprises nested channels 53a and 55a (Figure 8a) which have aligning apertures in their side flanges to receive a readily removable pin 57a which has one end bent inwardly over the channel and downwardly, as at 59a, for attaching the channels together in a manner such that the top channel may be readily removed to give access to the interior of the guideway.

Referring now more particularly to the ticket feed mechanism, the principal unit of this mechanism, insofar as the present invention is concerned, is the ticket feed wheel 28u, the other units being an electric driving motor 66a and an overrunning clutch 68a. The motor 66a is connected in circuit so as to operate continuously when connected to a source of electrical energy such as the usual A. C., 115 v. line, and drives one of the components of clutch 68a through speed reduction mechanism including a drive pulley 70a and a driven pulley 72a, connected by a drive belt 74a. Driven pulley 72a is affixed to a shaft 76a, and the other clutch component is operatively connected to a driven shaft 78a to which the feed wheel 28a is affixed. The shaft 78a is journaled in spaced standards 80a which are mounted on base 34a and arranged such that the shaft extends beneath and transversely of the guideway 24a.

The clutch 68a is not shown or described in detail because such devices are well known in the art to which the invention appertains and form no part of the invention. However, in general, the clutch 68a is of the so-called overrunning type having the usual rotating member 82a and trigger 84a therefor to control the clutching function. When the trigger 84a permits the member 82a to rotate, clutching function results and motor 66a rotates the feed wheel 28a through a partial revolution which determines the length of ticket fed. In the present machine it has been found desirable to rotate the feed one-third revolution for each ticket dispensed. To this end, the clutch is adapted b v providing the control member 82a with three equally and radially spaced stop pins 86a for successive engagement by the trigger 84a. The trigger 84a is represented as an arm pivoted, as at 88a, at thc lower end thereof and arranged so that its upper end will engage one of the pins 86a to render the clutch inactive. A solenoid 90a actuates the trigger 84a in a direction to effect clutching action against a return coil spring 92a (see Fig. 5a). As shown, the solenoid 90a has the usual movable armature 94a and this armature is connected hy a pair of links 96a to the trigger 84a adja cent the upper end thereof. In operation, when the solenoid 90a is energized, the trigger 84a is pivoted out of engagement with the contacting pin 86a, permitting the clutch to rotate the feed wheel 28a, but the cycle control 32u functions, as will hereinafter be understood, so that the solenoid 90a is de-energized in time to permit trigger 84a to return and engage the next pin 86a, thus limiting rotation of the feed to one-third revolution.

On the other end of shaft 78a from clutch 68a a stop device is provided, designated generally by numeral 98a to prevent appreciable reverse rotation of the feed wheel 28a. The device 98a comprises a plate 100a having a hub which fits onto shaft 78a and is attached theretoby a set screw 102a to provide a mounting for a stop ring 104:1. The ring 104e ts over the plate hub and is attached to the plate by adjustment screws 106e which extend through arcuate clearance slots 107e in the stop ring 104a to screw thread into the plate 100a. On its outer periphery, the stop ring 104:: is provided with three equally spaced abutment or stop surfaces 108a corresponding to the three stop pins 86a of the clutch 63a. To engage successively the stop surfaces 108a and thus limit reverse rotation of the feed wheel 23a is a pivoted stop arm l10n which is pivoted at its lower end to a bracket on base 34a. The arm 110a is urged into engagement with the stop surfaces 108a by a tensioned coil spring 113:1.

Like the reverse stop device, the feed wheel 28a is adjustably mounted on shaft 78a by attaching the wheel to a flange or adjustment mounting plate 112g which may be secured to the shaft by a set screw or other suitable means. Adjustment screws 114a extend through arcuate clearance slots in the plate 112:1 and screw thread into the wheel 28a to hold the wheel in adjusted position on the shaft 78a. It will be understood that by means of the above described adjustments both the feed wheel 28a and the reverse stop ring 104a can be individually adjusted so as to be synchronized with each other and with the clutch 68a. On the periphery of the feed wheel 28a are radially spaced pins 1.16a adapted to engage in marginal perforations 1180 in the ticket strip 38a to effect feeding of the strip along the guideway 24a.

At the end of the guideway 24a is the cutter 30a which, after the ticket feeding operation, functions to cut-ott the time stamped ticket 40:1 from the strip 38a. The present cutter 30a (best shown in Figures 14a and 15a) comprises a support a in the form of an upright channel which is secured at its lower end to the base 34a by means of screws 123a. Slidably guided on the edges of the channel support 120er is a vertically movable cutter blade 12211. The blade has an upwardly directed cutting edge 124:1 adapted to cooperate with the lower edge of a fixed upper blade 126a to sever the tickets from the strip 38a, the cutting edge 124a being inclined to give a shearing action. The blade 126a is retained in slots provided in the rear edges of the channel support 120a and is secured in place by a screw 12Sa which extends through the blade and screw threads into an outturned car l29a of one of the channel sides. A pair of coil springs 130e urge the blade 1220 against the edges of the channel support 120e, the springs being under tension between the channel support 12011 and the outturned ends of a bracket 132a which is secured by nuts and bolts 134a to the support and to a blade carrier 1360. The carrier 136a is channel shape and at its lower end is pivoted at the sides thereof respectively to upper links 138a of a toggle for vertically moving the blade 122e. The lower toggle links, as at 1400, are pivoted to the channel support 120a and the adjacent ends of the toggle links 138a, 140a are pivoted together and to one end of a toggle operating link 142e. The other cnd of link 142a is pivotally connected to a movable armature 144:1 of a solenoid 146:1. It will be seen that when the solenoid 146o is energized, the toggle is actuated and the blade l22a is moved upwardly to shear a ticket against the edge of fixed blade 126n. A return spring lSla acts to return the toggle and blade 12211 to the positions shown.

Shown diagrammatically in Fig. 22a is the cycle control 32a which is adapted to energize and de-energize successively the time stamp solenoid 25a, the ticket feed Solenoid 90a and the cutter solenoid 146o in the order named. The control 32a comprises in general an electric motor 152a, a casing 153:1 containing a timer mechanism (not shown), and a rotary switch contact 154a. Motor 152a rotates the contact 154e, regulated by the timer mechanism, and preferably a synchronous motor is used. Any of the well known cycle controls may be employed. Rotary contact 154e is arranged to make and break contact successively with fixed radially spaced contacts 156e, 158:1 and 16011. The feed control solenoid 9011 is connected to the cycle control Contact 15811 by a lead 16111, and to one of the main leads by a lead 16311. The numerals 162a and 164a designate main leads which connect to the clock motor 16511 and feed motor 6611, and to main lead 16211 is connected the rotary contact 15411, by a lead wire 16611. Fixed contact 15611 is connected by a lead wire 16811 to one end of the time stamp solenoil coil 2511 which has its other end connected to a fixed contact 17011 of a switch 17211 by means of a lead wire 17311. Switch 17211 has an arm 17411, pivoted on a bracket 17511 and the arm carries a contact 17611 (see Figs. 2011 and 2111) cooperable with the fixed contact 17011 to control the time stamp solenoid 2511. The movable contact 17611 is connected by a lead wire 17811 to main lead 16411. The switch 17211 is provided to break the circuit of the time stamp solenoid instantly following the stamping operation to avoid chattering of the solenoid induced by alternating current.

The switch 17211 is opened by mechanism actuated by and upon energization of the solenoid 2511, and said mechanism includes a lever 180o which is pivoted at one end thereof to a bracket 18211 on base 3411, and at the other end to the solenoid armature 2711. Above and extending generally lengthwise of lever 18011 is a link 184a which has one end pivotally connected to the upper end of switch arm 174a and the other end attached to a tension spring 18511 which acts to move link 18411 lengthwise and separate the contacts of switch 17211. Intermediate the ends of link 18411, an offset of the lower edge thereof provides a vertical catch 18611 for abutment by a pivoted I latch 18811. Latch 18811 is pivoted near its lower end on a bracket 19011 and is held against catch 186a by a coil spring 19211 which exerts a greater force than spring 18511. However, when solenoid 2511 is energized, the

armature 2711 moves upwardly pivoting lever 18011 which has an upwardly directed extension 19411 that engages and moves the link 18411 upwardly suiciently to unlatch the link from the latch 18611. When this occurs, spring 18511 becomes effective to move the link 18411 lengthwise in a direction to disengage contact 17611 from xed con- I' tact 17011, thus breaking the circuit to and tic-energizing the solenoid 2511 to prevent chattering thereof. The armature 2711 and lever 18011 return to de-energized positions, but the spring 13511 continues to hold contact 17411 open, as shown for example in Fig. 2011 requiring that the link 18411 be reset with the latch 18811 in order that contacts 17511, 17011 will be closed for the next operation of the time stamp. To this end, it is a feature of the invention to reset or latch closed the contacts 17611, 17011 automatically by the strip feed mechanism in synchronization therewith. To accomplish this, a wheel 19611 is atixed to the shaft 7811 between the feed wheel 2811 and clutch 6811, and provide three equally spaced pins 19811 to actuate a crank 19911 to pivot latch 18811 in position to engage the catch 18611 of link 18411. When the latch 18811 is pivoted counter-clockwise, as seen facing Fig. 20a, spring 18511 will move the link 18411 downward until the latch 18811 engages behind catch 186a after which the stronger spring 19211 will act to move the link to the right and close contacts 17611, 17011. Thus following each time stamping of a ticket, the ticket strip is advanced by feed wheel 2811 and this rotates a pin 19811 to move crank 19911 to reset the contacts 176e, 17011 for the next time stamping operation.

As previously mentioned, the cycle control motor 15211 is normally energized to rotate the switch contact 15411 when a vehicle depresses the treadle switch 22a and it will he apparent that a holding circuit is necessary for motor 15211 to avoid breaking circuit thereto when the vehicle passes over and releases treadle switch 2211. Any suitable arrangement for providing a holding circuit may be ernployed such as the pair of relays 20011, 20211 commonly referred to as latching and unlatching relays respectively. Relay 20011 has the usual movable contact 20411, fixed contact 20611 and relay coil 20811. A lead wire 21011 connects relay contact 20411 to one terminal of motor 15211 which has the other terminal thereof connected by a lead wire 21211 to main lead 16211, and the relay fixed contact 20611 is connected to the other main lead 16411 by a lead wire 21411. The relay coil 20811 has one end thereof connected by a lead wire 21611 to one contact 21811 of treadle switch 2211 which has a movable contact 22011 connected by lead wire 22211 to the main lead 16211. The other end of relay coil 20811 is connected by lead wires 22411, 22611 to the main lead wire 16411, thus connecting treadle switch 22a and latch relay coil 20811 in series across lines 16211, 16411. The unlatching relay 20211 comprises the usual coil 22811 and a movable or pivoted armature 23011 which functions as a latch and is biased to latching position by a spring 23211, When relay coil 22811 is energized and moves contact 20411 to engage contact 20611, the arrangement is such that spring 23211 can move latch 23011 to a position holding contacts 20411, 20611 closed although treadle switch 22a is released. The cutter relay 14611 is connected by lead wires 23411, 23611 respectively to cycle control contact 16011 and main lead 16411, and the latching relay coil 22811 is connected across lead 234a, 23611 in parallel with cutter relay coil 146a by lead wires 25811, 24011. Thus, when rotary switch 15411 engages contact 16011, the cutter solenoid 14611 is energized and latch relay 228.1 is energized, the latter breaking the holding circuit of cycle control motor 15211.

in accordance with another feature of the invention, a ticket actuated switch 24211 is provided which is adapted and arranged to prevent function of the cycle control 32a by the treadle switch 2211 unless the previously dispensed ticket has been removed from the dispenser outlet. Thus, the control by switch 24211 insures that only one ticket is presented at a time by the machine or dispenser irrespective of operation of treadle switch 2211. Switch 24211 is contained in a casing 24311 (sce Figs. 4a, 911 and l0a) which may be suitably mounted on the front panel of the dispenser housing near and directly above the ticket discharge slot 6011. Extending externally of the switch casing 24311 is a Switch operating member 24511 which extends down into the discharge slot to rest on the ticket. The discharge slot is formed in part by top and bottom wall in which elongated clearance apertures 24711 are provided to receive the switch operating arm 24511. in Fig. 2211, the switch 24211 is diagrammatically represented as comprising the switch member 24411 as pivoted and having a contact carrying arm 24611 and a depending operating arm 24811, the lower end of which is adapted to rest on a dispensed ticket 4011. A contact 25011 carried by arm 24611 normally engages a contact 248e and these contacts are in lead wires 22411, 22611 and therefore in series with relay coil 20811 and treadle switch 2211 where closing of the treadle switch will not energize the cycle control motor 15211 unless contacts 24811 and 25011 are closed, and as previously mentioned, contacts 24811 and 25011 are not closed if there is a ticket in the discharge slot since the ticket will hold the switch open.

Operation- In general, the parking ticket dispenser and associated devices operates as follows: When a vehicle approaching the dispenser 2011 depresses the treadle switch 2211, the cycle control motor 15211 is energized and rotates the switch contact 15411 in the direction indicated by the arrow, engaging successively contacts 15611, 15811 and 16011 in the order named and coming to rest in the starting position for the next cycle of making and breaking said contacts. When the rotary contact 15411 engages ixed contact 15611 the time stamp 2611 functions to stamp the time on the ticket strip 3811 and then the contact 15811 is engaged to effect feeding of the strip 3811 along the guideway 2411 after which contact 16011 is engaged to operate cutter 30a to sever a ticket 4011 from the strip, the ticket having been advanced to the outlet slot 6011 in reach of the driver of the vehicle. As the ticket strip 3811 is fed out into the discharge slot, the strip pivots switch 24511 in a direction counter-clockwise, as viewed in Fig. 1011 to the position shown in Fig. 911 in which position contacts 24811 and 25011 are parted to prevent the dispensing of additional tickets until the ticket in the discharge slot has been removed. When the ticket is removed, the switch operting member 245:1 swings about in a clockwise direction, facing Fig. 10a, to the position shown which is the same position in Fig. 22:1 showing the contacts 248:1 and 250:1 in engagement so that the next vehicle will, on depressing treadle switch 22:1, initiate operation of the dispenser.

Demi] operation-When a vehicle approaching the dispenser 2011 depresses the treadle switch 22:1, contacts 218:1, 220:1 are closed and if contacts 248:1, 250:: of the ticket ticket actuated switch 242:1 are closed, the following circuit is completed to energize relay coil 203:1; from main lead 162:1, lead 222:1, treadle contacts 218:1, 220:1, lead 216:1, coil 208:1, lead 224:1, contacts 250:1, 248:1 and lead 226:1 to the other main lead 164:1. The energi/.ed relay coil 208:1 attracts armature 204:1 to contact 206:1 allowing spring 23211 to move latch into position to hold armature 204:1 closed to provide a holding circuit. When armature 204:1 engages contact 206:1 the following circuit is cornpletcd to the cycle control motor 152e; from main lead 164:1 through relay contacts 206:1, 204:1, lead 210:1, motor 152:1 and lead 212:1 to the other main lead 162:1. Upon encrgization of the cycle control motor 152:1, the timer driven rotary contact first engages fixed contact 156a and completes the following circuit of the time stamp 26:1: from main lead 162:1 through lead 166:1, rotary contact 154:1 and contact 156:1, lead 168:1, time stamp solenoid coil 25:1, lead 173:1, switch contacts 170:1, 176:1 and lead 175:1 to the other main lead 164:1. Upon energization of the time stamp solenoid coil 25:1, the platten 44:1 is thrust upwardly to press the ticket strip against the print wheel 42:1 thus to print the time on the ticket strip.

When the platten 44:1 is thrust upwardly this movement also pivots lever 180:1 which in turn moves link 184:1 upwardly sufficient such that the catch 186:1 thereon clears the pivcted latch 188:1 whereby spring 185a is free to move the link 184:1 in a direction to separate contacts 170:1, 176:1 (see Figs. 20:1 and Zla). Breaking of these contacts opens the circuit of the time stamp solenoid coil 25:1 to prevent the tiuctuating alternating current causing chatter and repeated stamping of the ticket strip.

The rotary contact next engages fixed contact 158:1 and closes the following circuit of the strip feed mechanism controlling solenoid 90:1: from main lead 162:1 through lead 166:1, control contacts 154:1, 158:1, lead 161:1, solenoid coil 90:1, and lead 163m to the other main lead 164:1. Thus, when rotary switch 154:1 engages contact 158:1, solenoid coil 90:1 is energized pushing control arm 84:1 ont of engagement with the abutting pin 86a whereby clutching action is effected by the overrunning clutch 68:1

to rotate shatt 73:1 one-third revolution, consequently the leed wheel 28:1 is rotated accordingly engaging its peripheral pins 116:1 into the ticket strip holes and advancing the strip along guideway 24:1 a selected distance equal to thc desired length of ticket. tacts 154:1, 158:1 in time to allow return of the spring biased control arm 84:1 to engage the next successive pin 86:1 and disengage the clutch.

When the ticket feed wheel 28:1 is rotated, wheel 196:1 is rotated therewith and one of the pins 198:1 thereon moves crank 199:1 in a direction to pivot latch 188:1 in a countcr-clockwise direction, facing Figs. 20a and 21:1, until latch 188:1 positions behind catch 186:1 after which spring 192:1 draws the link to the right, closing contacts 176:1, 170:1. This resets the contacts 176:1, 170:1 so that the nest entering vehicle on depressing the treadle switch 22:1 will close the circuit of relay 208:1 and initiate a cycle of operation ofthe time stamp-ticket dispenser.

Next. the rotary switch contact 154:1 engages fixed contact 160:1 and completes `the following circuit to the ticket cutter solenoid coil 146:1: from `main lead 162:1 through lead 166:1, control contacts 154:1, 160:1, lead 234:1, cutter solenoid coil 146:1, and lead 236:1 to the other main lead 164:1. When this occurs, the cutter blade 122:1 is thrust upwardly by actuation of the toggle The circuit is broken at coni and severs the ticket strip to ticket length after which the solenoid 146:1 is deenergized when contacts 154:1 and 160:1 are lbroken returning the cutter blade 122:1 to its inactive position. It will be understood that although the severed ticket drops down slightly onto the bottom of the ticket discharge slot that such movement docs not cause switch contacts 248:1, 250:1 to be parted since the arrangement is such that to the parted the ticket must be removed allowing the switch arm to swing down through clearance apertures 247:1, as shown in Fig. 10:1.

When the circuit of the cutter solenoid coil 146:1 is energized, latch relay coil 228:1 is also energized, since the coil is connected by leads 238:1, 240:1 across the leads 234:1, 236:1 of coil 146:1. Thus twhen the cutter is actuated, the latch 230:1 is moved such that circuit to motor 152:1 is broken at contacts 204:1, 206:1 to stop operation of rotary contact 154:1 at its starting position.

ln Figs. 23:1 and 24:1, is shown in connection with previously described apparatus, a first barrier or entrance gate 300:1 and a second barrier or entrance gate 302:1 which are arranged with the dispenser' 20:1 therebetween such that the vehicle will be `between the gates when the driver takes his ticket, to insure that drivers do not pass into the parking area without taking their ticket. Gate 300:1 is normally open and gate 302:1 is normally closed as illustrated. Preferably two gates are used so as to prevent more than one car passing through on a single ticket, but the gist of the idea is to have the gates operate under control of the dispensed ticket, i. e., to have the gates operate to permit admission to the parking area only if and when the driver removes the ticket from the dispenser 20a thereby assuring that each customer receives a ticket.

With particular reference to Fig. 24:1, this diagrammatical illustration includes certain of the devices of Fig. 22:1 such as the ticket actuated switch 242:1, thc circuit holding relay 208:1 and latch relay 228:1, and the treadle switch 22:1 and so these devices along with details thereof and leads have `been given the same reference characters as like elements of Fig. 22:1 to avoid repetitions description. The numeral 304:1 designates a second treadle switch which is vehicle actuated and arranged posterior to the second gate 302:1 to eect return of the gates to the normal positions shown in full lines. Like the first treadle switch 22:1, the treadle switch 304:1 is represented as having a fixed contact 306:1, and a movable contact 308:1 biased to open position.

The gates 300:1 and 302:1 are operated respectively by reversible electric motors 310:1 and 313:1. The motor 310:1 is controlled by a limit switch 312:1 which limits gate opening movement and `by a limit switch 314 which limits gate closing. Similarly, the motor 312:1 is provided with motor controlling gate limit switches 316:1 and 318:1. Such limit switches are well known in the art and as indicated are biased to closed position and are actuated by the gates, as the gates approach the dcsircd limits.

A holding circuit relay 3:20a and a latch relay 322:1 are provided to effect a holding circuit under control of both the ticket actuated switch 242:1 and the second treadle switch 304g. Relay 320:1 comprises diagrammatically, a coil 324:1, an armature contact 326:1. and a pair of fixed contacts 328:1 and 330:1. The latch relay 322:1 comprises a coil 332:1 and a pivoted latch member 334:1 which is biased by a spring 336:1 that acts to move latch 334:1 to a position for holding armature 326:1 against contact 328a providing that the armature coil 324:1 is energized. Energization of coil 324:1 is under control of the ticket actuated switch 242:1 to close the first entrance gate, and control of the latch relay 322:1 is under control of the treadle switch 304:1.

The ticket actuated switch has pivoted thereto a second movable contact 340:1 which in one `position is adapted to engage a fixed contact 342:1 and in another to engage a second fixed contact 344:1. A lead wire 346:1 connects movable contact 340a to main lead 162:1 and a 13 lead 348:1 connects fixed contact 342:1 to one end of relay coil 324e which has its other connected by a lead 350:1 to the other main lead 164:1 thus providing for energization of relay coil 324:1 when contacts 340:1 and 342:1 engage.

The other contact 344:1 of ticket actuated switch 340:1 is connected by a lead 352:1 to relay armature 326:1, and the normally closed contact 330:1 is connected by a lead 354:1 to one of the liked contacts of limit switch 312:1 `which has its other fixed contact connected by a lead 356:1 to the motor 310:1. A lead 358:1 connects motor 310:1 to the main lead 164:1. The normally open contact 328:1 of relay 328:1 is connected by a lead 360:1 to one of the fixed contacts of limit switch 314:1 which has its other fixed contact connected by lead 362:1 to the motor 310:1. Also connected to the normally closed relay contact 330e is one of the liked limit switch contacts, connected by a lead 364:1 to lead 356:1, and the other of the fixed contacts is connected to motor 312:1 by a lead 366:1. 'The motor 3l2a has a lead 368a connected to main lead 164:1 and another lead 370:1 connected to one o-f the fixed contacts of limit switch 316:1 which has its other fixed contact connected to the lead 360:1 by a lead 372:1.

Treadle switch 304:1 has its fixed contact 30611 connected by a lead 374:1 to main lead 164:1 and its movable contact 305:1 connected by a lead 376:1 to one end of the latch relay coil 332:1 which has its other end connected by lead 377:1 to the other main lead l62:1, thus Providing for energization of latch coil 332:1 and unlatching of armature 326:1 when the treadle switch 304:1 is depressed.

General :1per:11io11.-The switches and gates are shown in Fig. 24:1 as being in normal positions and by normal positions is meant the positions they assume when there is no ticket in the dispenser discharge slot. When a vehicle approaching the dispenser 20a depresses treadle switch 22:1, initiation of operation of the dispenser is elfected, as before described and a ticket is dispensed. On dispensing operation, the actuator switch 340:1 is moved by the dispensed ticket against contact 342:1 which affects the gate motor circuits such that when the driver takes the dispensed ticket, the switch 340:1 returns to the normal position shown causing the first gate 300:1 to close and the second gate 302:1 to open simultaneously, thus allowing the driver to proceed to a parking space. When the vehicle depresses the second treadle switch 304:1, the gates 300:1 and 302:1 are caused to return simultaneously to the normal positions shown in `full lines in Fig. la.

Detail :lesc1pti011,-When switch 340e is actuated by reason of a dispensed ticket pivoting the switch counterclockwise as viewed in Fig. 24:1, switch arm 340 is moved to engage contact 342:1 to complete the following circuit of relay 320:1: from main lead 162:1, through lead 346:1, switch 340:1, contact 342e, lead 348:1, relay coil 324:1, and lead 350:1 to the other main lead 164:1. Upon energization of relay coil 320:1, armature 326e engages contact 328:1 and this allows the biased latch 334:1 to move into position to hold the armature 326:1 in engagement with contact 328:1 irrespective of the ticket actuated switch 340:1. Closing of contacts 326e, 328:1 completes the following circuit of the first gate operating motor 310:1 providing that the driver 0f the vehicle at the dispenser removes the dispensed ticket allowing contacts 340:1 and 344:1 to engage: from main lead 162:1, through lead 346:1, switch 340:1, contact 344:1, lead 352:1, armature 326:1, contact 323:1, lead 360:1, limit switch 314:1, lead 362:1, `motor 310:1 and lead 358:1 to the other main lead 164:1. Motor 310:1 now operates to close gate 300:1 which allows limit switch 312:1 to close and at fully closed position opens limit switch 314:1 which cuts-out the motor 310:1. Also closing of armature 326:1 and contact 328:1 also energizes the second gate motor 312:1 closing the following circuit thereof: from main lead 162:1, through lead 346:1, switch 340:1, contact 344:1, lead 352:1, armature 326:1, contact 328:1, lead 360:1, lead 372:1, closed limit switch 316:1, lead 370:1, motor 312:1, and lead 388:1 to the other main lead 164:1. Thus it will be seen that both gates 300:1 and 302:1 are simultaneously operated upon removal of the dispensed ticket, the first gate 300:1 closing behind the vehicle and the second gate opening to permit the vehicle operator to proceed to a parking space. The vehicle then :lepresses treadle switch 304:1 which completes the following circuit to the latch relay 332:1: from the main line 164:1, through lead 374:1, treadle contacts 306:1, 30811, lead 376:1, relay 332:1, and lead 377:1 to the other main lead 162:1. When this occurs, latch 334:: is moved out of engagement with armature 326:1 allowing the armature to break with contact 328:1 and return to the starting position shown in Contact with Contact 330:1. This resets the switch for the next vehicle, returning the gates `to their normal positions.

From the foregoing description it will now be understood that we have provided for parking lots a system and machine thereof which greatly enhances the efficiency of parking lot operation. In this respect, it will be apparent that with the time stamp-ticket dispenser that car moving attendants are not required; that the customer need only present his ticket to a cashier for payment; and that to a certain extent the dispenser serves a bookkeeping function. With further reference to the time stampticket dispenser some of its outstanding features are, the arrangement whereby chattering of the time stamp platten is prevented and the circuit thereof reset automatically and synchronously by the ticket feed mechanism; the synchronous feeding of the ticket strip along the guide way to a discharge slot; the control of the ticket of the cycle control to prevent arbitrary dispensing of ticket by pressing the entrance treadle switch; and the control by the dispensed ticket of the gates so as to insure that each entering customer takes his ticket from the dispenser before being able to enter the parking area.

While we have shown and described two embodiments of the invention in considerable detail, it is to be understood that the invention is limited only by the scope and spirit of the appended claims.

We claim:

1. A parking lot ticket dispenser comprising a casing having a ticket outlet, a ticket feed wheel in said casing operable to feed a ticket strip, a guideway between said feed wheel and outlet along which the ticket strip is fed to the outlet, a time stamp platten and print wheel adjacent said guideway between said ticket feed wheel and the outlet operable to stamp a ticket disposed along said guideway, a ticket cutter disposed posterior to said time stamp platten and print wheel operable to sever a ticket from the strip end, and a cycle switch controlling operation of said time stamp platten, feed wheel, and cutter in the order named.

2. An automobile parking facility system comprising electrically operable time stamp and ticket issuing means located at the entrance of a parking facility for access by the driver of an entering automobile, said means including a casing having a ticket outlet, a rotary feed wheel operable to feed a ticket strip along a path of travel to said outlet, a time stamp mechanism in said casing arranged and operable to stamp the time on the ticket strip, a solenoid operating the stamp mechanism, means responsive to an entering automobile controlling energization of said solenoid, a normally closed switch opened by and upon energization of said solenoid controlling the circuit thereof to prevent repeated stamping action when using alternating current, and an actuator rotatable with said feed wheel operable to return said switch to normally closed position following stamping of the ticket strip.

3. An automobile parking facility system comprising electrically operable time stamp and ticket issuing means located at the entrance of a parking facility for access by the driver of an entering automobile, said means including a casing having a ticket outlet, feed means in said casing operable to feed a ticket strip along a path of travel to said outlet, means controlling said feed means responsive to an automobile moving into said entrance operable to initiate and terminate feeding of the ticket strip to advance the ticket strip a predetermined distance along the path of travel toward said outlet, a time stamp mechanism arranged along said path of travel and operable to stamp the ticket strip, a solenoid in said casing operable to actuate said time stamp, a switch operable to energize said solenoid, a second and normally closed switch controlling said solenoid, said second switch being arranged to be opened by and upon energization of said solenoid to prevent repeated time stamp operation induced when using alternating current, means operable to close said second switch following stamping of the ticket strip, and means synchronized with and actuated by said feed means operable to actuate said last-named means.

4. An automobile parking facility system comprising electrically operable time stamp and ticket issuing means located at the entrance of a parking facility for access by the driver of an entering automobile, said means including a casing having a ticket outlet, a quantity of strip ticket material in said casing, means responsive to an auto moving into said entrance operable to feed said material along a path of travel, a guideway in said casing leading to said outlet receiving said material, a cutter mechanism at the outlet end of said guideway operable to cut off said material to a desired ticket length, and a switch controlling both said feed means and said cutter mechanism actuated by said material, said switch being on the other side of said cutter mechanism from the outlet end of said guideway.

5. An automobile parking facility system comprising electrically operable time stamp and ticket issuing means located at the entrance of a parking facility for access by the driver of an entering automobile, said means including a casing having a ticket outlet, a strip of ticket material in said casing, electric motor means in said casing operable to feed the material along a path of travel toward said outlet, a support for the material along said path of travel having a wall provided with a clearance opening, a control circuit for said motor means and including switch means actuated by said material controlling said feed means having an operating arm normally resting on the material on said support and operable to pass through said clearance opening on removal of said material to actuate said control.

6. An automobile parking facility system comprising electrically operable time stamp and ticket issuing means located at the entrance of a parking facility for access by the driver of an entering automobile, said means including a casing having a ticket outlet, a strip of ticket material in said casing, a horizontal guideway receiving said ticket material. an electrically operated feed device in said casing operable upon actuation to feed the ticket material along said guideway, said guideway having an outlet at one end thereof, said ticket outlet receiving the ticket material from the outlet of the guideway and having a bottom wall, a cutter adjacent said guideway outlet operable to cut off the ticket material to ticket length, a switch controlling said feed means having a switch operating arm resting on and normally supported in open circuit position by the ticket material posterior to said cutter, said arm being movable upon removal of the ticket to close the circuit of the electrically operated feed device for the next actuation thereof, and control means at said entrance responsive to an incoming automobile for energizing said feed device.

7. An automobile parking facility system comprising electrically operable time stamp and ticket issuing means located at thc entrance of a parking facility for access by the driver of an entering automobile, said means including a casing having a ticket outlet, a guideway in said casing having an inlet and an outlet, a strip ticket material feeding Wheel disposed adjacent said guideway, a ticket cutter mechanism disposed at the outlet of said guideway, a time stamp mechanism disposed intermediate said feed wheel and said cutter mechanism, actuating means for operating said feed wheel, cutter mechanism and time stamp mechanism, and an inhibitor switch actuated by the ticket material preventing operation of said actuating means.

8. A ticket dispenser for a parking facility comprising a casing having a ticket outlet, ticket storage space within said casing, an electrically operable ticket feed mechanism disposed within said casing for moving successive tickets from said storage means to said outlet, an electrically operable ticket time recording mechanism disposed within said casing adjacent said outlet, and electrical circuit means disposed within said casing operable to energize said ticket feed mechanism and time recording mechanism to effect issuance to said outlet of a time recorded ticket.

9. A ticket dispenser for a parking facility comprising a casing having a ticket outlet, ticket storage means within said casing, an electrically operable ticket feed mechanism disposed within said casing for moving successive tickets from said storage means to said outlet, an electrically operable ticket time recording mechanism disposed within said casing adjacent said outlet, electrical circuit means disposed within said casing operable to energize said ticket feed mechanism and time recording mechanism to effect issuance to said outlet of a time recorded ticket, and vehicle responsive electrical signal means operatively associated with said electrical circuit means for initiating said ticket issuance.

l0. A ticket dispenser for a parking facility comprising a casing having a ticket outlet, ticket storage means Within said casing, an electrically operable ticket feed mechanism disposed within said casing for moving successive tickets from said storage means to said outlet, an electrically operable ticket time recording mechanism disposed within said casing adjacent said outlet, electrical circuit means disposed within said casing operable to energize said ticket feed mechanism and time recording mechanism to effect issuance to said outlet of a time recorded ticket, and vehicle responsive electrical signal means operatively associated with said electrical circuit means, said electrical circuit means including cycle switch means limiting the actuation of said ticket feed mechanism to a single ticket feed operation for each signal-producing vehicle.

11. A ticket dispenser for a parking facility comprising a casing having a ticket outlet, ticket storage means within said casing, an electrically operable ticket feed mechanism disposed within said casing for moving successive tickets from said storage means to said outlet, an electrically operable ticket cutter disposed in said casing adjacent said outlet, an electrically operable ticket time recording mechanism disposed within said casing adjacent said cutter, and electrical circuit means disposed within said casing operable to energize said time recording mechanism, ticket feed mechanism, and ticket cutter to effect issuance to said outlet of a time recorded ticket.

l2. In combination, a ticket dispenser for a parking facility comprising a casing having a ticket outlet, ticket storage means within said casing, an electrically operable ticket feed mechanism disposed within said casing for moving successive tickets from said storage means to said outlet, an electrically operable ticket time recording mechanism disposed within said easing adjacent said outlet, normally closed vehicle barrier means adjacent said ticket dispenser, electrically controlled motor means operatively associated with said vehicle barrier means adapted to open the same, electrical circuit means disposed within said casing operable to energize said ticket feed mechanism and time recording mechanism to effect issuance to said outlet of a time recorded ticket, and electrical circuit means responsive to removal of said time recorded ticket from said outlet operatively associated with said electrically controlled motor means for controlling the opening of said vehicle barrier means.

13. A ticket dispenser for a parking facility comprising a. casing having a ticket outlet, ticket storage means within said casing, an electrically operable ticket feed mechanisrn disposed within said casing for moving successive tickets from said storage means to said outlet, an electrically operable ticket time recording mechanism disposed within said casing adjacent said outlet, electrical circuit means disposed Within said casing operable to energize said ticket feed mechanism and time recording mechanism to effect issuance to said outlet of a time recorded ticket, vehicle responsive electrical signal means operatively associated with said electrical circuit means for initiating said ticket issuance, normally closed vehicle harrier means adjacent said ticket dispenser, electrically controlled motor means operatively associated with said vehicle barrier means adapted to open and close the same, and additional electrical circuit means operatively associated with said ticket outlet and said motor control means for controlling the opening of the vehicle barrier means in response to removal of said time recorded ticket.

14. The combination set forth in claim 13 including vehicle responsive electrical signal means adjacent said vehicle barrier means adapted for vehicle actuation after passing said barrier means, and electrical circuit means operatively associated with said last signal means and said motor means in a manner adapted to effect a closing of said vehicle barrier means.

l5. The `combination set forth in claim 13 including a second normally open vehicle barrier means located in excess of a vehicle length ahead of said first-named vehicle barrier means relative to a vehicle approaching said parking facility, electrically controlled motor means operatively associated with said second vehicle barrier means adapted to close and open the same, said additional electrical circuit means being also adapted to simultaneously control the closing of said second barrier means.

16. The combination set forth in claim 13 including a second normally open vehicle barrier means located in excess of a vehicle length ahead of said first-named vehicle barrier means relative to a vehicle approaching said parking facility, electrically controlled motor means operatively associated with said second vehicle barrier means adapted to close and open the same, said additional electrical circuit means being also adapted to simultaneously control the closing of said second barrier means, vehicle responsive electrical signal means adjacent said lirst-named vehicle barrier means adapted for vehicle actuation after passing, and electrical circuit means operatively associated with said last signal means and said respective motor means in a manner adapted to control respective closing and opening of said first and second named vehicle barrier means.

References Cited in the lle of this patent UNITED STATES PATENTS 1,055,869 Brown Mar. 1l, 1913 2,015,607 Shinn Sept. 24, 1935 2,214,829 Bullock Sept. 17, 1940 2,278,357 Madden Mar. 3l, 1942 2,312,340 Kilpatrick Mar. 2, 1943 2,330,872 Diebold Oct. 5, 1943 2,340,634 Wiley Feb. l, 1944 2,528,790 Scherer Nov. 7, 1950 

